The standard features of the Chevrolet Volt LT include Voltec 1.5L I-4 149hp hybrid gas engine, 1-speed automatic transmission, 4-wheel anti-lock brakes (ABS), side seat mounted airbags, curtain 1st and 2nd row overhead airbags, rear side-impact airbag, driver and passenger knee airbag, airbag occupancy sensor, automatic air conditioning, 17" aluminum wheels, cruise control, ABS and driveline traction control, StabiliTrak electronic stability.
| MSRP | Engine | Transmission | City/Hwy mpg | |
|---|---|---|---|---|
LT
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|
$33,220 | 101-hp 1.5L 4-cyl | 1-spd auto | No Data |
Premier
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$37,570 | 101-hp 1.5L 4-cyl | 1-spd auto | No Data |
The electric Volt not only keeps up with traffic in the city and suburbia, it zooms around it. On and off the freeway for short trips. There is a mode that reduces the juice in order to extend the range, but even in that mode the Volt stays quick and smooth. And unlike some plug-in hybrids, the engine delivers full power from a low speed. Standing start to 30 mph is impressive.
The Volt lost a couple hundred pounds with this generation, but it’s still far from lithe. It feels heavy for its size, however the center of gravity is low so it corners flat. The feel of the electric power steering is decent.
It’s lively, and enjoyable on twisty roads, but it’s not sporty, it’s simply easy to drive, making it calming.
The powertrain allows both motors to power the front wheels together, or one motor to drive the car while the other recharges the battery; sensors tell it to do what’s needed, or what’s most efficient, so smoothly that the driver can’t feel it and never knows, unless he checks the power-flow diagram on the display screen.
Another thing you can barely feel is the regenerative braking, which is really good. With some electric cars and plug-in hybrids it’s so strong it’s intrusive.
Volt is low, crisp and rakish, with character lines that accent the edges. The sharp nose sweeps back through the headlamps and fenders to the steep windshield and rising window line. The Volt looks like it’s striking, or zapping, or whatever a volt does.
The rear window is also steep, so the wedge isn’t chopped. The rear deck is high but not flat, while the liftgate has a single glass panel.
There’s not an actual grille, rather a two-panel design to look like one, using a diagram-like pattern that doesn’t offer much distinction from the entry-level Chevy Cruze.
There no gimmicks on the instrument panel to amuse you or try to persuade you that electric cars are cool. The first gen Volt was like that, good riddance, Volt owners agree. So this Volt has come back to Earth after its taste of being a spaceship.
The twin cockpit is accented in black and silver with some elegance, while two-tone interiors are available. The quality of the materials is high, and the touch is soft.
The gauges and instruments are easy to read, while the switches and controls are intuitive. Knobs for audio and climate control are conventional Chevy hardware. The eight-inch touchscreen in the center of the dash is easy to view, with crisp resolution. One exception to what we said about no gimmicks is the screen’s power flow diagram, which satisfies initial curiosity but then you stop looking at it.
The front seats are low but the side window deepens at the windshield pillar, giving the effect of a higher seating position. The seats have good bolstering and were comfortable for us after a long day driving.
Headroom and legroom in the rear is okay if not generous, but the side glass narrows back there to accommodate the roofline, making the rear feel tighter than it is. The outboard rear seats are separate and reasonably comfortable buckets. This car is in practical terms a four-seater. The center rear seat is compromised by the battery pack underneath. It’s mostly just a padded cushion with shoulder belt, and the passenger there has to spread his or her feet and straddle the battery tunnel.
Rearward visibility for the driver isn’t very good, especially over the shoulder, and also in the rearview mirror, as the sloped single-panel rear window reveals much of the rear deck, which blocks the space immediately behind the car. It’s unnerving to be tailgated, and in the rearview mirror you can’t see the front of the tailgating car, only the face and eyes of the driver. It makes it feel like the tailgating car is much closer than it is.
With poor rearward visibility, it’s important the Volt’s standard rearview camera is so excellent. The crisp image, displayed on the 8.0-inch center screen, the best we’ve seen in a compact car.
Thanks to the sleek aerodynamics there’s very little wind noise. However the silence of the rest of the car allows the tire noise to be heard; and tires on a high-mileage car can be louder because the rubber is harder for low rolling resistance. It’s an engineering challenge facing electric-car builders and tire-makers. Next invention will be a miracle tire.
The Volt is smooth, powerful, and handsome. Shows its chops as a plug-in hybrid. Fun to drive, though not much room in the rear. With its all-electric range of 53 miles, and government and marketing incentives, the cost-per-mile numbers might work.
Sam Moses contributed to this review, with staff reports.
Chevrolet Volt LT ($33,220) and Volt Premier ($37,570) qualify for a $7,500 federal income-tax credit, a $1,500 California purchase rebate, and various other state, local, and corporate incentives. (Prices are MSRP.)
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